JPWO2018079348A1 - Vehicle control apparatus and vehicle control method - Google Patents

Abstract

The controller constitutes a control device of a vehicle provided with an automatic transmission having a parking lock module. The controller forcibly releases the power transmission clutch by forcibly turning off the solenoid unit (S3) if the power transmission clutch is incorrectly engaged based on the electrical abnormality of the solenoid unit while the N range is selected (S1) (S2) If the vehicle speed is equal to or less than the predetermined vehicle speed (S4), the parking lock is executed by the parking lock module (S5).

Description

  The present invention relates to a control device of a vehicle and a control method of the vehicle.

  JP 2007-263130 A discloses an automatic transmission in which a neutral state is established by releasing a forward clutch and a reverse brake when selecting a neutral range. JP4-300452A discloses an automatic transmission which is brought into a neutral state by holding a predetermined fastening element in a fastening state when selecting a neutral range.

  In an automatic transmission, a failure may occur in which a fastening element is incorrectly engaged when selecting a neutral range. When such a failure occurs, the vehicle may move despite the neutral range.

  For example, in the automatic transmission disclosed in JP2007-263130A, the vehicle may move if the forward clutch or the reverse clutch is incorrectly engaged when the neutral range is selected. In the automatic transmission disclosed in JP4-300452A, the vehicle may move if one fastening element other than the predetermined fastening element is incorrectly engaged when selecting the neutral range.

  On the other hand, some drivers may select the neutral range and apply the parking brake without selecting the parking range when parking. However, the way in which the parking brake is applied depends on the driver's operation and may be insufficient. For this reason, in this case, if the fastening element of the automatic transmission is mistakenly engaged, there is a possibility that the vehicle may move even though the driver is about to get off or has already got off. .

  The present invention has been made in view of such problems, and it is possible to improve the degree of freedom in selecting a parking method and to control the vehicle and control the vehicle capable of securing safety against an operation error of a parking brake. Intended to provide a method.

  A control device of a vehicle according to an aspect of the present invention is a control device of a vehicle provided with an automatic transmission having a parking lock mechanism, and a fastening element of the automatic transmission controls the fastening element during neutral range selection. If the wrong fastening is performed based on the electrical abnormality of the actuator, the fastening element is forcibly released by turning off the actuator forcibly, and the parking lock is executed by the parking lock mechanism if the vehicle speed is less than a predetermined vehicle speed including the stopping vehicle speed. Control unit.

  According to another aspect of the present invention, there is provided a control method of a vehicle provided with an automatic transmission having a parking lock mechanism, wherein an engaging element of the automatic transmission controls the engaging element during neutral range selection. When the wrong engagement is made based on the electrical abnormality of the vehicle, the actuator is forcibly turned off to forcibly release the fastening element, and when the vehicle speed is equal to or less than a predetermined vehicle speed including a stop vehicle speed, park lock by the park lock mechanism is performed. There is provided a control method of a vehicle including

  According to these aspects, as long as the erroneous fastening of the fastening element is due to the electrical abnormality of the actuator, the automatic transmission can be placed in the neutral state by forcibly turning the actuator off. For this reason, the degree of freedom in the selection of the parking method can be improved by permitting the parking method such as selecting the new transmission range and applying the parking brake.

  In addition, since the automatic transmission is placed in the neutral state, even when there is a parking brake operation error such as insufficient parking brake when parking is performed with such a parking method, safety against this can also be ensured. . Furthermore, when the vehicle speed is equal to or less than the predetermined vehicle speed, parking lock is automatically performed. Therefore, even if erroneous fastening occurs due to reasons other than electrical abnormality, minimum safety can be ensured.

FIG. 1 is a schematic configuration diagram of a vehicle. FIG. 2 is a diagram showing the main part of the driver unit. FIG. 3 is a flowchart showing an example of control of the embodiment.

  Hereinafter, embodiments of the present invention will be described with reference to the attached drawings.

  FIG. 1 is a schematic configuration diagram of a vehicle. The vehicle includes an engine 1 as a drive source. The power of the engine 1 is transmitted to the drive wheels 5 via the automatic transmission TM and the differential gear 4.

  The automatic transmission TM includes a torque converter 2 and a transmission mechanism 3. The automatic transmission TM has, as a range, a drive (D) range, a reverse (R) range, a neutral (N) range, a parking (P) range, etc., and one of them may be set as a set range. it can. The D range and the R range constitute a driving range, and the N range and the P range constitute a non-driving range.

  Specifically, the automatic transmission TM has a configuration in which a shift by wire system ShBW is mounted. The shift-by-wire system ShBW is configured to include a shifter 6 and a shifter position sensor 21.

  As the shifter 6 of the automatic transmission TM, a momentary-type shifter that is automatically returned to the neutral position HOME which is an initial position after operation is used. The setting range of the automatic transmission TM is set by the driver operating the shifter 6. Which range is selected by the shifter 6 is detected by the shifter position sensor 21. Specifically, the shifter 6 is a shift lever, but may be a shift switch or the like. The shift-by-wire system ShBW further includes the transmission mechanism 3, the ATCU 10, the SCU 20, the MCU 50, the range indicator 51, and the like.

  The transmission mechanism 3 is a stepped automatic transmission mechanism, and includes a planetary gear mechanism and a plurality of fastening elements. The fastening element is specifically a frictional engagement element, and the transmission mechanism 3 can switch between the gear ratio and the forward / reverse by changing the fastening state of the plurality of fastening elements. In the following description, a clutch and a brake, which are engaging elements engaged when the setting range of the automatic transmission TM is set to the travel range, will be collectively referred to as a power transmission clutch 33.

  The transmission mechanism 3 further includes a control valve portion 31 and a park module 32. The control valve unit 31 includes a solenoid unit 31a and a driver unit 31b.

  The solenoid unit 31 a is configured to include a plurality of solenoids SOL that control the hydraulic pressure of the power transmission clutch 33. When the solenoid unit 31a is OFF, that is, when power is not supplied, the power transmission clutch 33 is released to place the automatic transmission TM in a neutral state. The solenoid unit 31 a constitutes an actuator that controls the power transmission clutch 33. The driver unit 31 b constitutes a drive current circuit of the solenoid unit 31 a. The driver unit 31 b may be provided, for example, in the ATCU 10.

  In the automatic transmission TM equipped with the shift-by-wire system ShBW, a manual valve that is driven by the operation force of the driver's range selection operation and switches the supply and drain of the hydraulic pressure of the plurality of fastening elements is Not provided.

  The park module 32 mechanically locks the output shaft of the transmission mechanism 3 at the time of parking. When the setting range of the automatic transmission TM is set to the P range, the park rod 32b is driven to the lock position by the actuator 32a. As a result, an engagement claw (not shown) engages with a park gear (not shown) provided on the output shaft of the transmission mechanism 3 to mechanically lock the output shaft of the transmission mechanism 3 (park lock state). On the other hand, when the setting range of the automatic transmission TM is set to a range other than the P range, the park rod 32b is driven to the unlocking position by the actuator 32a. As a result, the engagement between the engagement claws (not shown) and the park gear is released, and the lock of the output shaft of the transmission mechanism 3 is released (park lock release state).

  The ATCU 10 is a control unit of an automatic transmission TM and controls the automatic transmission TM. The ATCU 10 includes an accelerator opening sensor 11 that detects an accelerator opening APO that is an operation amount of an accelerator pedal, a vehicle speed sensor 12 that detects a vehicle speed VSP, and a parking position sensor 13 that detects the position of a park rod 32b of the park module 32; A signal from a rotational speed sensor 14 or the like that detects the turbine rotational speed Ntbn of the torque converter 2 is input.

  The ATCU 10 is communicably connected to the SCU 20, the ECU 30, the BCM 40, and the MCU 50 via the CAN 60.

  The SCU 20 is a shift control unit. The SCU 20 generates a required range signal corresponding to the range selected by the shifter 6 based on the signal from the shifter position sensor 21 and outputs it to the ATCU 10.

  The ATCU 10 sets a setting range of the automatic transmission TM based on a request range signal from the SCU 20. The ATCU 10 outputs a control command value to the control valve unit 31 according to the setting range of the automatic transmission TM as described below.

  When the range of the automatic transmission TM is set to the D range, the ATCU 10 determines the target shift position with reference to the shift map based on the vehicle speed VSP and the accelerator opening APO, and performs control command for achieving the target shift position. The value is output to the control valve unit 31. Thereby, the solenoid section 31a is controlled according to the control command value, the hydraulic pressure of the power transmission clutch 33 is adjusted, and the target shift speed is achieved.

  When the setting range of the automatic transmission TM is set to the R range, the ATCU 10 performs R range control. The R range control is a shift control of the automatic transmission TM performed according to the selection of the R range, and is a control for achieving the reverse gear. In the R range control, the target gear position is determined to be a reverse gear position, and a control command value for achieving the target gear position is output to the control valve unit 31. In this case, the solenoid unit 31a is controlled to achieve the reverse gear.

  When the setting range of the automatic transmission TM is set to the P range or the N range, the ATCU 10 outputs a control command value for releasing the power transmission clutch 33 to the control valve unit 31. If the set range is the P range, the ATCU 10 further operates the actuator 32 a of the park module 32 to set the automatic transmission TM in the park state.

  The ECU 30 is an engine control unit and controls the engine 1. The ECU 30 outputs the rotational speed NE of the engine 1, the throttle opening degree TVO, and the like to the ATCU 10.

  The BCM 40 is a body control module and controls a vehicle-body-side operating element. The vehicle body side operation element is, for example, a door lock mechanism of a vehicle or the like, and includes a starter of the engine 1. The BCM 40 outputs, to the ATCU 10, an ON / OFF signal of a door lock switch for detecting a door lock of a vehicle, an ON / OFF signal of an ignition switch of the engine 1, and the like.

  The MCU 50 is a meter control unit, and controls a meter, a warning light, a display, a range indicator 51 for displaying a set range of the automatic transmission TM, and the like provided in a vehicle compartment.

  The ATCU 10, the SCU 20, the ECU 30, the BCM 40, and the MCU 50 constitute a controller 100 which is a control device of a vehicle in the present embodiment.

  FIG. 2 is a diagram showing the main part of the driver unit 31b. Specifically, the driver unit 31 b is configured to include a plurality of drivers D which are individual drivers provided for each of the plurality of solenoids SOL. The driver D includes a high voltage side driver HSD and a low voltage side driver LSD.

  The high voltage side driver HSD is provided at a portion on the higher voltage side than the solenoid SOL in the drive current circuit of the solenoid SOL. The low voltage side driver LSD is provided at a portion on the lower voltage side than the solenoid SOL in the drive current circuit of the solenoid SOL. The high voltage side driver HSD and the low voltage side driver LSD are both configured to be able to electrically connect and disconnect the solenoid SOL on the drive current circuit.

  Therefore, by setting the solenoid SOL electrically disconnected on the drive current circuit by the high voltage side driver HSD and the low voltage side driver LSD, the solenoid SOL is forced not to be supplied with power. Can. That is, by turning off both the high voltage side driver HSD and the low voltage side driver LSD connected to the solenoid SOL, it is possible to forcibly turn off the solenoid SOL.

  By the way, in the automatic transmission TM, a failure may occur in which the power transmission clutch 33 is incorrectly engaged when the N range is selected. When such a failure occurs, the vehicle may move despite the N range. For example, in the automatic transmission TM, the vehicle is moved if the power transmission clutch 33 is erroneously engaged so as to achieve a certain gear position even though the N range is selected when the setting range is other than the N range. It will be.

  On the other hand, depending on the driver, when parking, the driver may select the N range without applying the P range and apply the parking brake. However, the way in which the parking brake is applied depends on the driver's operation and may be insufficient. For this reason, in this case, if the power transmission clutch 33 is incorrectly engaged, there is a concern that the vehicle may move even though the driver is about to get off or has already got off. .

  In view of such circumstances, in the present embodiment, the controller 100 executes the control described below.

  FIG. 3 is a diagram for explaining an example of control performed by the controller 100 with a flowchart. Each process of this flowchart can be performed by ATCU 10, for example.

  In step S1, the controller 100 determines whether the setting range of the automatic transmission TM is the N range. If a negative determination is made in step S1, the process of this flowchart is temporarily ended. If an affirmative determination is made in step S1, it is determined that the N range is being selected, and the process proceeds to step S2.

  In step S2, the controller 100 determines whether an electrical failure has occurred in the solenoid unit 31a. The electrical failure includes, for example, a short circuit to the power supply, a short circuit to the ground, and a ground short circuit. Whether or not an electrical failure has occurred may be determined by any appropriate technique in addition to known techniques. If the determination in step S2 is negative, the process of this flowchart is temporarily ended, and if the determination in step S2 is affirmative, the process proceeds to step S3.

  In step S3, the controller 100 executes a forced release of the power transmission clutch 33. Here, in the automatic transmission TM on which the shift-by-wire system ShBW is mounted, the power transmission clutch 33 is released when all of the plurality of solenoids SOL constituting the solenoid section 31a are OFF, and the neutral state is realized.

  On the other hand, the fastening element corresponding to the normal solenoid SOL can be released normally during N range selection. Therefore, in step S3, the controller 100 forcibly turns off the solenoid SOL by the high voltage side driver HSD and the low voltage side driver LSD for the solenoid SOL in which the electrical failure has occurred.

  As a result, if the power transmission clutch 33 is incorrectly engaged based on an electrical abnormality of the solenoid section 31a while the N range is selected, the power transmission clutch 33 can be forcibly released by forcibly turning off the solenoid section 31a. As a result, it is possible to place the automatic transmission TM in a neutral state.

  Forcibly turning off the solenoid section 31a thus forcibly turns off the solenoid SOL in the solenoid section 31a where an electric failure has occurred, and normality is given to the normal solenoid SOL corresponding to the other fastening elements to be released. Including being turned off. The same applies to turning off both the high voltage side driver HSD and the low voltage side driver LSD connected to the solenoid section 31a.

  In step S4, the controller 100 determines whether the vehicle speed VSP is less than or equal to a predetermined vehicle speed VSP1. The predetermined vehicle speed VSP1 is a stopping vehicle speed for determining that the vehicle has stopped, and is set to a value larger than zero. The predetermined vehicle speed VSP1 may be set larger than the stopping vehicle speed within a range where parking can safely be performed. That is, when the vehicle speed is equal to or less than the predetermined vehicle speed VSP1, the vehicle stop speed may be included, and the case where the vehicle speed VSP is zero is included. The predetermined vehicle speed VSP1 can be preset by an experiment or the like. If a negative determination is made in step S4, the process of this flowchart is temporarily ended. If it is affirmation determination by step S4, a process will progress to step S5.

  In step S5, the controller 100 performs parking clock by the park module 32. As a result, parking lock is performed by the automatic transmission TM in the neutral state. After step S5, the process of this flowchart is once ended.

  Next, main operational effects of the present embodiment will be described.

  The controller 100 constitutes a control device of a vehicle provided with an automatic transmission TM having a park module 32. When the power transmission clutch 33 is incorrectly engaged based on an electrical abnormality of the solenoid section 31a while the N range is selected, the controller 100 forcibly releases the power transmission clutch 33 by forcibly turning off the solenoid section 31a, and the vehicle speed VSP is predetermined. When the vehicle speed is equal to or less than VSP1, parking clock by the park module 32 is executed.

  Specifically, in the flowchart shown in FIG. 3, the controller 100 executes the process of step S3 after the affirmation determination of step S2, and executes the process of step S5 after the affirmation determination of step S4. And a control unit for performing forced release and parking lock.

  According to such a configuration, as long as the erroneous engagement of the power transmission clutch 33 is due to the electrical abnormality of the solenoid section 31a, the automatic transmission TM can be brought into the neutral state by forcibly turning off the solenoid section 31a. it can. Therefore, by allowing the parking method such as selecting the N range and applying the parking brake, it is possible to improve the freedom of selection of the parking method at the time of parking.

  In addition, since the automatic transmission TM is in the neutral state, even when there is a parking brake operation error such as insufficient parking brake when parking is performed with such a parking method, safety against this is also ensured. it can. Furthermore, when the vehicle speed VSP is equal to or less than the predetermined vehicle speed VSP1, parking lock is automatically performed, so that even if erroneous fastening occurs due to reasons other than electrical abnormality, minimum safety can be ensured. .

  In the present embodiment, the forced OFF of the solenoid section 31a is performed by turning off both the high voltage side driver HSD and the low voltage side driver LSD connected to the solenoid section 31a.

  According to such a configuration, the power transmission clutch 33 can be reliably released forcibly even if the electrical abnormality generated in the solenoid portion 31a is, for example, either a power fault or a ground fault.

  As mentioned above, although the embodiment of the present invention was described, the above-mentioned embodiment showed only a part of application example of the present invention, and in the meaning of limiting the technical scope of the present invention to the concrete composition of the above-mentioned embodiment. Absent.

  In the embodiment described above, the case where the high voltage side driver HSD and the low voltage side driver LSD forcibly turn off the solenoid unit 31a by forcibly turning off the solenoid SOL in which the electrical failure has occurred has been described. However, the high voltage side driver HSD and the low voltage side driver LSD may be configured, for example, to forcibly turn off the solenoid section 31a, that is, all of the plurality of SOLs.

  In the embodiment described above, the case where the controller 100 is configured to have the control unit has been described. However, the control unit may be a portion functionally realized as a configuration of the controller as a result of being functionally realized by a single controller, such as the ATCU 10, for example.

  In the embodiment described above, the case where the automatic transmission TM is a stepped automatic transmission has been described. However, the automatic transmission TM may be, for example, a continuously variable transmission.

  This application claims the priority based on Japanese Patent Application No. 2016-209455 for which it applied to the Japan Patent Office on October 26, 2016, and the entire contents of this application are incorporated herein by reference.

Claims (3)

A control device for a vehicle provided with an automatic transmission having a park lock mechanism, comprising:
If the fastening element of the automatic transmission is incorrectly engaged based on an electrical abnormality of an actuator that controls the fastening element during neutral range selection, the actuator is forcibly turned off to forcibly release the fastening element and the vehicle speed is A control unit that executes parking lock by the parking lock mechanism when the vehicle speed is lower than a predetermined vehicle speed including the vehicle stop speed,
Control device for a vehicle having: The control device for a vehicle according to claim 1,
The forced OFF is performed by turning off both the high voltage side driver and the low voltage side driver connected to the actuator.
Vehicle control device. A control method of a vehicle provided with an automatic transmission having a park lock mechanism, comprising:
If the fastening element of the automatic transmission is incorrectly engaged based on an electrical abnormality of an actuator that controls the fastening element during neutral range selection, the actuator is forcibly turned OFF to forcibly release the fastening element. And performing parking clock by the parking lock mechanism when the vehicle speed is equal to or less than a predetermined vehicle speed including the vehicle stopping speed.
Vehicle control method including:

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